Carmakers, tech companies and ride-hailing firms are all fighting for a piece of the action
IDAR sensors are still so expensive that, deployed in production cars, they would cost more than the rest of the vehicle put together
ehicles will be operating, and thus generating revenue,
getting AVs to work safely and reliably is much easier if their geographical range is limited to places that have been mapped in fine detail
Large-scale deployments of AVs are most likely to start with geofenced robotaxi services
likely to be many years before AVs are cheap enough for individuals to buy
capable enough to operate outside predefined, geofenced areas.
“the most profound challenge to their business models in a century”
carmakers are now piling into ride-hailing and car-sharing services and pushing on with their own AV programmes.
Some carmakers have launched their own mobility services; others may prefer to act as fleet managers
Turning themselves into asset managers for such fleets would be a logical step for carmakers, whose finance arms are already involved in fleet management,
Pricing models for users will change
telecoms-like monthly price plans in some cities
switching to shared robotaxis that operate around the clock could greatly reduce the number of vehicles on the road.
Making vehicles reliably in large quantities is hard
So even in a world of robotaxis, being a carmaker could still be a big business—just a different one from what it is today.
That requires taking on new staff, retraining, acquisitions and partnerships.
AVs will also accelerate the switch to electric vehicles, which have fewer components and need fewer assembly workers.
AVs can assume a much wider range of shapes and sizes
Repair shops and partsmakers could also suffer, assuming AVs reduce the number of car accidents.
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